Track device for lubricating wheel flanges



April 15, 1941. HUBER ETAL 2,238,732

I TRACK DEVICE FOR LUBRICATING WHEEL FLANGES Filed Nov. 10, 1958 5 Sheets-Sheet 1 i1 ET I 79' 74 EESEEVO/E.

INVENTORS Alberf E Hube/t ATTORN EY John 1 01/5 nkudhiiu April 15, 1941. A. F. HUBER ETAL 2,238,732

TRACK DEVICE FOR LUBRICATING WHEEL FLANGES Filed Nov. 10, 1938 5 Sheets-Sheet 2 J7 nun ATTORN EY- April A. F. HUBER EI'AL 2,238,732

TRACK DEVICE FOR LUBRICATING WHEEL FLANGES Filed Nov. 10, 1938 5 Sheets-Sheet 5 INVENTORS.

A/berf I? Huber BY (JO/7f? MIL/0U TOI'I.

ATTORNEY.

April 1941' v A. F. HUBER ETAL 3 TRACK DEVICE FOR LUBRICATING WHEEL FLANGES Filed Nov. l0 1938 5 SheetsSheet 4 A/berf E Huber.

ofin V/lou Zbn, BY )A. ATTORNEY April 15, 1941;

A. F. HUBER ETAL TRACK DEVICE FOR LUBRICATING WHEEL FLANGES Filed Nov. 1Q, 1938 5 Sheets-Sheet 5 INVENTORS 1 Albed- E Huber.

BY 0/10 I/ Hous n a; $2

.ATTORNEY Patented Apr. 15, 1941 TRACK DEVICE FOR LUBRICATING WHEEL FLANGES Albert F. Huber and Jo hn'V. Houston, Chicago, Ill., assignors to The American Brake Shoe and Foundry Company, New York, N. Y., a corporation of Delaware Application November 10, 1938, Serial No. 239,786

18 Claims.

The invention relates, in general, to railway track equipment and, more particularly, to devices for lubricating the flanges of rolling stock wheels.

According to a preferred form of the invention, a comparatively long delivery member or bar is mounted on the inner side of the running rail so that lubricant may be applied to the inner surface of the wheel flanges without acting in any way as a. guard rail. One manner of constructing such a delivery member is to provide upper and lower bars having gaskets or spacers therebetween to provide a series of lubricant chambers having comparatively long and narrow stationary slots or crevices located adjacent the inner surfaces of the wheel flanges. If desired, the delivery member may have a yieldable lateral support, permitting it to yield laterally with difren C. Heidenthal, dated November 3, 1936.

A single lubricant supply system may be used for all of the lubricators, said system comprising, in its preferred form, a single'tank having four lubricant pumps incorporated therein, one for each of two inside and two outside lubricators and having a single driving device for driving the pumps. Suitable lubricant distributing systems may be provided between each pump and its particular lubricator for insuring uniform delivery of the lubricant along the length of the lubricator. Adjusting devices may also be provided in the distributing systems for equalizing or controlling the lubricant fed to the several lubricators.

A suitable control system may be used for initiating the lubricant feeding mechanism. by movement of the rolling. stock. Such control may be purely mechanical as in the above-mentioned Heidenthal patent, or it may be electrical. A preferred electrical control incorporates a set of time controlled track switches,

spaced in such a way that the lubricant supply r system cannot be continuously operated by a train stopping on the control. The switches may be so timed as to provide substantially continuous lubricant flow while a train traverses the lubricator above a given speed, and intermittent lubricant flow for trains travelling at a lower speed.

The invention also consists in certain new and original features of construction and combination of parts hereinafter set forth and claimed,

Although the novel features which are believed to be characteristic of. this invention will be particularly pointed out in the claims appended hereto, the invention itself, as to its objects and advantages, and the manner in which it may be carried out, may be better understood by referring to the following description taken in connection with the accompanying drawings forming a part thereof, in which Fig. 1 isa plan view showing a single running rail equipped with inside and outside wheel flange lubricators according to the invention;

Fig. 2 is a vertical section taken on the line 2-2 of Fig. 1;

Figs. 3 and 4 are vertical transverse sections taken on the lines 3-3 and 4-4 of Fig. 1;

Fig. 5 is a vertical section through the lubricant supply tank;

Fig. 6 is a section on the line 65. of Fig. 5 illustrating the pump construction;

Fig. 7 is a diagrammatic layout showing ,the feed supply lines between the lubricant reservoir and two sets of inside and outside lubricators, this figure also illustratingdiagrammatically an electrical lubricant feed control;

Fig. 8 is a side elevation of the outside lubricator;

Fig, 9 is an inside elevation of the stationary plate of one of the outside track lubricators;

Fig. 10 is a top plan view of the stationary member of Fig. 9;

Fig. 11 is a section on the line 'H|I of Fig. 12 .illustrates.the gasket used with, the inside track lubricator;

part of this specification, certain specific disclosure of the invention is made for purposes of explanation, but it will be understood that the details may be modified in various respects without departure from the broad aspect of the invention.

Referring now to the drawings, and more particularly to the diagrammatic layout of Fig. '7, the two running rails of a railway track are indicated by l and 2. Each rail has applied thereto a set of inside and outside lubricators for lubricating the inside and outside surfaces of the wheel flanges. The inside lubricators are denoted by 3 and 4 and the outside lubricators are denoted by 5 and 6. The supply reservoir is denoted by l and the operating switches for controlling the supply pump are denoted by 8 and 9.

Referring now more particularly to Figs. 1, 3 and 4, an inside track lubricator will first be described. These lubricators are symmetrical about their midpoint so that the same lubricator may be used with either rail and may be used to accommodate traffic in either direction. The description is applied more particularly to inside lubricator 4. v

The running rail 2 and the inside lubricator 4 rests on the usual railway ties, indicated by ID, certain of which have elongated tie plates, indicated by H. plate Il may have conventional tie plates (not shown) for supporting the rail 2. The rail 2 may be held down in any desired way, such means being omitted for purposes of simplicity. The tie plates II are provided with abutment pieces I2 suitably welded or otherwise secured in position to prevent spreading of the rail 2 and the tie plates II are provided with supports l3 for limiting inward movement of the rail '2.

The supports l3 may be castings, being provided with a base I 4 secured to tie plate H by bolts 39. Each support [3 is provided'with a platform I! adjacent the rail 2 supported by vertical Webs [5. The vertical webs l5 have shoulders 16 overhanging the base flange M of the running rail 2. The support l3 has a vertical adjusting flange or ear is provided with strengthening webs 20 and 2 l.

The inside lubricator 4 comprises a relatively long, substantially stationary bar made up of a lower bar 22 and an upper bar 23. Both bars have tapered ends 40 to ease the movement thereof caused by the engagement of the wheels of rolling stock running in either direction along the track.

Located between bars 22 and 23 are a plurality of spacers or gaskets 24 (Fig. 12) and 25 (Fig. 14). Bolts 26 pass through spacers 25, clamping plates 22 and 23 together. The U-shape of gaskets 24 provides a series of lubricant chambers 21, indi cated particularly in Fig. 1. There may be any number of such lubricant chambers 21, depending upon their size and upon the overall length of the stationary member 4. In the form shown, there are eight such lubricant chambers.

The lower stationary bar 22 is mounted upon the platform I! in such way as to permit lateral sliding under the action of the wheels of the rolling stock. Referring to Fig. 2, the platforms I! are provided with overhanging ribs I8 which are surrounded by holddown pieces 28 welded or otherwise secured to the lower bar 22. These provide, in effect, lateral guides which hold down the lubricator, but which are sufiiciently loose,

to permit lateral sliding movement of lubricator The ties I0 intermediate the tie a bar 4 toward and away from the running rail 2 without binding.

The lower bar 22 is provided with a series of straps 23 welded or otherwise secured thereto, each strap having an open top 33 (Fig. 4). Each strap is provided with a bolt 3! whose shank is disposed in the open top 38. The square head of bolt 3| snugly fits strap 2% to prevent the bolt from turning. The bolt is held in position by a pin H2 set into the strap. Each bolt 31 passes through its respective ear ifl. Surrounding each bolt 3! is a helical spring and threaded on each bolt is a nut 33.

It will be understood that springs 32 urge the lubricator bar 4 toward the running rail 2, its movement toward the running rail being limited by the adjustment of nuts 33. Ihe springs 32 yieldably hold the stationary bar 5 in position, permitting it to yield away from the running rail 2 upon engagement of a wheel. The spring mounting permits the lubricator to accommodate different size wheels and any lateral or irregular motion the wheel may have as it passes through the lubricator. There is no guard rail action, however, the springs 32 being only strong enough to yieldably hold the lubricator against the wheel flange.

Each lubricant chamber 2? is provided with an opening through plate 22 into which a fitting 34 is threaded (Fig. 3). Each fitting 34 is secured to a flexible metal conduit 35 extending down to a manifold stationary conduit construction underlying the ties IE5, as shown in Fig. 2.

The lubricant chambers 27 open toward the wheel flanges in long narrow slots or crevices 36. By making the spacing members 25 sufiiciently small, the effect may be obtained of a substantially continuous delivery slot running the entire length of the lubricator which applies or paints a substantially continuous line of lubricant on the inside surface of wheel flange 5?. If desired, the bar 22 may have a projecting ledge 37 upon which the comparatively viscous, semi-solid grease may build out to be engaged by the wheel flange 51.

As stated above, the supports i3 for the stationary bar 4 are mount-ed upon spaced ties 10. At the ends of the lubricator 4 and, if desired, intermediate the supports l3, special strap shaped supports 4| (Fig, 2) may be provided to support the weight of the. stationary bar.

The outer lubricators 5 and B will now be described. The lubricators 5 and 6 are substantially identical and may be used with either running rail and are adapted to handle trafiic in either direction.

Referring now to Figs, 3, 4: and 8, the outside lubricator is shown as applied to an ordinary T-rail 2. This rail may be out to a length corresponding to the length of the track lubricator or it may constitute a standard length of rail, a part of which only is utilized for the lubricator. In either case, the rail 2, having a head 42, web 43 and base 44, rests on the tie plates H and the intermediate tie plates. The rail has applied thereto a one-piece delivery plate 45 (Fig. 8) and a reenforcing plate 45. Delivery plate 45 may be formed in a single piece, as shown, or it may be formed in sections. The reenforcing plate 45 may be in one piece, as indicated, and is preferably of rolled section suitably machined to fit the standard stock rail 2.

The delivery plate 45 and reenforcing plate 48 are bolted to the rail by bolts 41. The delivery plate 45, as illustrated in Figs. 9 and 10, has end lands 48 and a series of intermediate lands 49 which abut against the stock rail 2 and form the lubricant chambers 58 between the plate and the rail. The bolts 41 pass through the lands 48 and 49. Gaskets of soft material 5| (Fig. 13) are located around the periphery of the lubricant chambers 58 to form lubricant-tight joints to hold the lubricant.

The delivery plate may be provided with a series of recesses M3 to lighten the construction. If desired, the intermediate lands 49 and recesses 3 may be omitted, as in the above-mentioned Heidenthal patent, making the cross section of the delivery plate 45 generally uniform throughout itslength between end lands 48. When the intermediate lands 49 are omitted, shims are used to perform the function of the lands.

At the center of'each chamber 58 a supply nipple 52 is provided (Fig. 3). These nipples pass through openings in the reenforcing plate 46 and are threaded into the web 43 of the rail. Each lubricant chamber 58 communicates with a dispensing slot or crevice 53 (Fig. 8) between the lands 48 and 49. These form, in effect, a slot which is substantially continuous along the length of the rail, being interrupted only at the lands 48 and 49, which, if desired, may be made very narrow at their upper edges to provide a substantially continuous slot for the entire length of the lubricator.

The head 42 of the rail is cut away, as indicated by 54 in Figs, 3 and 4, this cut extending from the side surface of the head to the lower fishing surface thereof. The cut-away portion 54 extends the length of the lubricator, cooperating with delivery plate 45. The delivery plate 45 has a similar configuration, forming connecting channels 55 which bend in an approximately horizontal direction at their upper ends where they merge into the slots or crevices 53. This approximately horizontal direction prevents the lubricant from being forced upwardly too close to the tread 56 of the wheel and limits the distribution to the wheel flange 51. The delivery plate 45 is provided with a beveled surface 8 tershown in Figs. 3 and 4.

To assist in uniform distribution of the lubricant along the length of crevices 53, deflecting members 58 (Figs. 9, 10 and 11), having tapering ends, are formed on the delivery plate 45 directly over the supply nipples 52. This insures a substantially even and uniform distribution of the lubricant along the length of the crevices 53 so that, as the wheel rolls along on the head of the rail, the flange 51 thereof will have uniformly applied thereto a strip or line of lubricant which is restricted to the flange and does not get on the tread 58.

Referring now to Figs. 1, 5, 6 and '7, the supply tank 1 comprises a body 59 located alongside thetrack and sets either above or below the tops of the ties I8. The box has a cover 68 removably secured thereto. This body is of sufficient size to hold the lubricant and contains the gear pumps 6| and the operating mechanism for driving the pumps.

Referring now to Figs. 5 and 6, each gear pump 8| comprises a driving gear 62 mounted on a drive shaft 63 and meshing a driven gear 64. These gears are mounted in a housing 65 which is bolted to a supporting plate 66 spaced above the bottom of the body 59. These gears rotate in the direction of the arrows in Fig. 6, taking lubricant in at the top and discharging it through opening 65' which communicates with discharge pipe 61, there being one discharge pipe for each lubricator 3,4, 5 and 6.

For driving gear pumps 6|, an electric motor 68 is lodged in a lubricant-tight compartment at the top of the body 59. Mounted on the motor shaft is a worm B9 engaging a worm wheel 18 mounted'on a vertical shaft 1| which drives bevel gears 12. Bevel gears 12 drive the pumps 6|, the pump shafts 63 being all in line and being connected together and to the bevel gears by square collars 13. v I

Thus, upon power being applied to electric motor 68, all of the pumps 6| are driven at the same speed, pumping lubricant, with which the body 59 is filled, throughthe delivery conduits 65' of the pumps. The worm drive 69, 18 prevents any backing up of the pumps 6| when the electric power is removed.

In addition to the delivery pipe 61, there are three additional delivery pipes 14, 15 and 16, receiving lubricant from the other three pumps 6|. These delivery pipes rise within the body 59 and pass out through the wall as indicated in Fig. 1, the same numbers indicating these pipes in Figs. 1 and 5. Within the body 59, each of thedelivery pipes 61, 14, 15 and 16 is provided with a stop cook 11 by which part of the lubricant may be bypassed back into the tank 59. This is for the purpose of controlling and equalizing the flow of lubricant through the various delivery pipes 61, 14, 15 and 16. i

The distributing system for conducting the lubricant from the several delivery pipes to the four lubricators is as follows:

As shown in Fig. 7, each delivery pipe feeds its own lubricator 3, 4, 5 and 6, the outside lubricator 6, for example, being fed by delivery pipe 15. Pipe 15 extends from the reservoir 1 which is mounted alongside of the road bed to the midpoint of manifold pipe 18 which may rest on the railroad ties as indicated in Fig. 1. The ends of pipe 18 feed the midpoints of manifold pipes 19 and 80. The ends of manifold pipes 19 and 88 in turn feed the midpoints of four addi- .mmating at its bottom in a Shoulder I, as tional mamfoldpipes 8|, 82, 83 and 84. The ends of the last-mentioned manifold pipes are connected by flexible conduits indicated by 85 to the several nipples 52 connected to the lubricant chambers 58.

Thus it will be seen that the path from the lubricant reservoir to each lubricant chamber is the same, assuring an equal supply of lubricant to all of the lubricantchambers of the same lubrlcator.

Similar provision is made in the distributing system for each of the other lubricators, pipe 61 feeding lubricator 5, pipe 14 feeding lubricator 3 and pipe 16 feeding lubricator 4.

In the case of inside lubricators 3 and 4, the system of manifold pipes feed the vertical flexible conduits 35, above referred to. In each case, the various manifold and connecting pipes are of ordinary conventional stiff metal construction resting on the ties or extending between the ties as indicated, the several branch connections lead ing directly to the several lubricant reservoirs being of flexible construction as indicated by 35 and 85.

The control for operating the pump motor 68 is as follows: I

Located along one of the running rails, for example, rail 2 in Fig. 7, are the contact switches 8 and 9. These contact switches may be of any ordinary construction having a dashpot or other timing mechanism which will hold the switch contacts closed for a predetermined time after the switches are operated. Theswitches are operated by any conventional track contacting-devices indicated by 90 and 9| which may be similar to the contact ramp disclosed in the above-mentioned Heidenthal patent.

Fig. 15 illustrates diagrammatically one form of timing switch which may be used and shows how the timing switches may be connected in circuit. The ramps 99 and 9| may be held normally in upper position by springs 93. The blade 94 of the switch 8 is engaged by insulating piece 95 which may be pivoted or otherwise connected to the ramp 99. The blade 94 is normally held in open position by a spring and dashpot arrangement. The dashpot comprises a cylinder 96 having a piston 91, whose piston rod is pivotally connected to insulating link 98 pivotally connected to blade 94.

A spring 99 under the piston normally urges the blade 94 into open position. Disposed within piston 91 is an opening having a check valve Hi0. Connecting the ends of the cylinder 96 is a con duit I9! having an adjusting valve I02.

When a train runs over the track, ramp 90 is depressed, immediately closing switch blade 94 and causing the oil in the bottom of cylinder 96 to open check valve I 90, permitting piston 91 to compress spring 99 without substantial dashpot action. ramp 99, spring 99 tends to open blade94, butis resisted by the oil in the upper part of'cylinder 95 which cannot escape through check valve I99 because it is closed, but can only escape slowly through restrictedconduit Nil. Piston 91 travels slowly upward under the influence of spring 99, its speed depending upon the adjustment of valve (92. Blade 94being of spring material, does not open until piston 91 reaches near the top of its stroke.

The switches 8 and 9 are connected in series with the pumpmotor 68 and a source 92 of electrical power as indicated. It will be understood that switch 9 may be the same as, or similar to, switch 8. The source of electrical power 92 may be a regular power line of, say, 110 volts or it may be the running rails of the track where the voltage diiference between the rails normally used for the railway track signals may be used to operate the pump motor 99,

The spacing of switches 8 and 9 along the track will depend upon operating conditions. Care must be taken that the spacing is different from the spacing of any pair of wheels on any piece of rolling stock or on any train. With this precaution, it is impossible for a car or train coming to a standstill to hold down both contact switches simultaneously. 7

In ordinary operation, the trafiic will travel in the direction of the arrow A in Fig. 7. Switch 9 will be operated first and then switch 8. The

spacing and timing of the switches will be so related to the speed of the train that With a train passing through the lubricators at ordinary speed, the contacts of both switches would be held closed simultaneously so that the pumps continue to operate while the train is passing through the lubricators.

The spacing between contact switches 8 and 9 may be less or greater than the shortest distance between wheel centers. On most railroads, the best spacing is less than the shortest distance between wheel centers where car lengths, truck and wheel centers are variable, tho-ugh on rapid transit lines, such as subways and elevated rail- As soon as the wheel has passed over roads in our large cities where equipment is uniform, the'best spacing may be much-longer.

For example, under given rapid transit conditions, assuming traffic in the direction of the arrow A and with assumed speeds of from ten to thirty miles per hour, the switches maybe spaced twenty-four feet, three inches apart in a particular instance. Here the distance from center of truck to end of car, plus one-half the distance between wheel centers of the truck is less than one-quarter the overall car length, making the distance betweenthe rear wheel center of the forward truck and the forward wheel center of the rear truck on the same car more than onehalf the'overall car length. Thus the distance between switches, of twenty-four feet, three inches, is conveniently computed as one-half the overall car length, this distance being less than the maximum distance between any two immediately successive wheel centers.

Switch 9 may be set to be'held closed for the time it takes to travel the twenty-four feet, three inches at thirty miles per hour, while switch 8 is set to be held closed for a longer period, namely, the time it takes to cover the twenty-four feet, three inches at ten miles per hour. With the switches so set, it is obvious that the pumping will be continuous for trains traveling thirty miles an hour and faster, and intermittent at lower speeds. It will be advantageous to have intermittent pumping at slower speeds to prevent an oversupply of lubricant at the delivery slots;

Similar operation is obtained for trains traveling in the opposite direction, thus providing equal efficacy in both directions in case it is desired to use the same track for two-way operation. Also, if desired, either or both switches could be placed on the opposite rail.

Care should be taken both by the spacing and timing of the switches 8 and 9 and by the adjusting cocks H to prevent an oversupply of lubricant at the delivery slots. However, should such a condition occur, a catch pan 38 (Figs. 3 and 4) is provided, this pan being welded to the delivery member 45 and slidably engaging under the lower margin of delivery bar 22. This permits the regular lateral movement of the lubricator 4, while insuring catching the overflow from both the inside and outside lubricators. The oil or grease collected in the pan 38 may be disposed of in any desired way.

Although the invention contemplates the use of either oil or grease as the lubricant, it is preferable in most cases to use a grease having sufficient body to build out under the delivery slots as described below.

The operation of the lubricators will be obvious from the description given above. The grease is'supplied to the distributing crevices 36 and 53 of the inside and outside lubricators. The grease oozes out of these slots and due to its viscosity builds up somewhat on the adjacent surface where it is wiped 01f by the wheel flanges as they roll along the rail. It will be noted, especially from Figs. 3 and 4, that the inside lubricator 4 is adjusted so as not to actually contact the flange 51 when it is riding close to the rail head 42. A minimum gap is thus provided between the lubricator 4 and the running rail to prevent unnecessary slapping which would occur if the lubricator were permitted to move over against the running rail.

The grease may build up on the bevel surface 31, however, so that even though the wheel flange 51 does not actually contact the delivery bar 4,

it can wipe oif the grease which has oozed out of the delivery slots 36 and built up on the adjacent surface. The type of contact between the wheel flange 51 and the outside lubricator 6 depends somewhat on the way the outside surface of the wheel flange 51 is worn. In most cases, with the wheel flanges in proper condition, no actual contact between wheel flange and delivery member 45 may take place, but merely engagement between the wheel flange and the bead of grease which oozes out of the delivery slots 53 and builds up on bevel surface H0.

The lubricators may be made as long or short as desired and with the desired number of lubricant chambers. In the form shown, there are eight lubricant chambers in each lubricator, the lubricant chambers and delivery slots of each set of inside and outside lubricators being oppositely disposed. The lubnicators may be, for example, about ten feet long so as to insure a line of grease to substantially the entire periphery of the flange of the ordinary wheel.

In general, all four lubricators will be used where there are sharp reverse curves having guard rails and where it is desirable that the side faces of the heads of both running rails and guard rails be lubricated. The lubricators are preferably located on a straight stretch of track before encountering the curves.

Thus a rail lubricator has been provided which is rugged in construction and simple in opera tion. The inside flange lubricator applies a substantially continuous strip or streak of oil or grease to the inner surface of the wheel flange without acting in any Way as a guard rail. The wheel flanges having the lubricant thus effectively applied, carry it along the track, greasing the guard rails and cutting down the wear on both flanges and rails and easing the rolling stock around the curves. The system of delivery conduits insures uniform distribution along the length of the comparatively long lubricators and the control cocks adjust the supply so that each lubricator receives the proper amount. The electrical control provides the proper amount of pumping without oversupplying the lubricators and prevents continuous pumping of lubricant if a train should stop on the control mechanism.

|While certain novel features of the invention have been disclosed and are pointed out in the annexed claims, it will be understood that various omissions, substitutions and changes may be made by those skilled in the art without departing from the spirit of the invention.

What is claimed is:

1. In a track lubricator for lubricating the inner surfaces of wheel flanges, a railway track including a running rail, a series of supports distributed along the track inside said running rail, a stiff delivery bar on said supports and extending along said running rail, said delivery bar having a relatively long and narrow slot or crevice running lengthwise of thebar and disposed at a With height adapted to deliver lubricant to the wheel flanges, and devices coacting with said supports and acting substantially horizontally for yieldably urging said delivery bar toward said running rail for applying a streak of lubricant to the inside surface of said wheel flanges.

2. In a track lubricator for lubricating the inner surfaces of wheel flanges, a running rail, a. stiff, substantially stationary delivery bar extending along and inside said running rail, said delivery bar having a relatively long and narrow delivery slot facing said running rail and disposed at a height to contact the inside surfaces of said wheel flanges, means for yieldably holding said delivery bar in operative position for applying a line of lubricant from said slot to the inside surface of said wheel flanges as theyrun along said running rail, said delivery bar accommodating itself to the position of said wheel flanges on said running rail.

3. In a track lubricator for lubricating the inner surfaces of wheel flanges, a running rail, a stiff delivery bar having a comparatively long narrow crevice extending lengthwise of and facing said running rail, means for positioning said bar with said delivery crevice in proximity to the inside surface of wheel flanges as they roll along said running rail, means for yieldably urging said delivery bar against said wheel flanges irrespective of the position they occupy with respect to said running rail, and means for supplying said crevice with lubricant.

4. In a track lubricator for lubricating the inside surfaces of wheel flanges, a railway track comprising a pair of running rails, railway ties under said rails, a plurality of supports resting on adjacent ties along the inner surface of the running rail with which the lubricator is to be used, each said support comprising a platform and an adjusting car, a delivery bar extending lengthwise of the running rail comprising a lower bar resting on said platforms, an upper bar, a series of U-shaped gaskets between said bars, clamping devices clamping said gaskets between said upper and lower bars, said gaskets forming a series of lubricant chambers, each having a comparatively long and narrow stationary slot or crevice facing the running rail, said platforms having overhanging projections, holddown ways secured to said lower bar and partially surrounding said projections, U-shaped straps secured to said lower bar, a series of bolts secured to said U-shaped straps, one bolt for each adjusting ear, said bolts passing through said adjusting ears, a series of helical springs, one around each bolt between its respective strap and adjusting ear, nuts on said bolts behind said ears, each said lubricant cnamber having a nipple inthe lower bar, a flexible stationary tube secured to each said nipple and extending down between the ties, means for feeding said flexible tubes with lubricant, said springs permitting lateral movement of said delivery bar away from said running rail under action of wheel flanges.

5. In a track lubricator for lubricating the inside surfaces ofwheel flanges, a railway track comprising a pair of running rails, a plurality of supports along the inner surface of the running rail with which the lubricator is to be used, each said support comprising a platform and an adjusting ear, a delivery bar extending lengthwise of the running rail comprising a lower bar resting on'said platforms and an upper bar, means forming a series of lubricant chambers between. said upper and lower bars, each chamber having comparatively long and narrow stationary slot or crevice facing the running rail, holddown ways permitting lateral movement of said delivery bar on said platforms, a series of bolts secured to said delivery bar, one belt for each adjusting ear, said bolts passing through said adjusting ears, a series of helical springs, one around each bolt, between its respective adjusting ear and said delivery bar, each said lubricant chamber having an opening in the lower bar, a flexible tube secured to said opening, means for feeding said flexible tube with lubricant, nuts on said rods for limiting the travel of said delivery bar toward said running rail, said springs permitting lateral movement of said delivery bar away from said running rail by wheel flanges.

6. In a track lubricator for lubricating the inside surfaces of wheel flanges, a railway track comprising a pair of running rails, railway ties under said rails, a plurality of supports resting on adjacent ties along the inner surface of the running rail with which the lubricator is to be used, each said support comprising a raised platform and a raised adjusting portion, a delivery bar extending lengthwise of the running rail having a lubricant delivery portion facing the running rail, said platforms having overhanging projections, holddown ways secured to said delivery bar and partially surrounding said projections, a series of bolts secured to said delivery bar, one bolt for each adjusting portion, said bolts passing through said adjusting portions, a series of helical springs, one around each bolt between its respective adjusting portion and said delivery bar, said springs permitting lateral movement of said delivery bar away from said running rail under action of wheel flanges.

'7. In a track lubrication system, a railway track comprising a pair of running rails, each running rail having a set of lubricators for applying lubricant to the inside and outside surfaces of wheel flanges, a supply reservoir alongside the track,

said supply reservoir supplying four pumps, a

single operating means for operating all said pumps together, a separate conduit system from each pump to its particular lubricator, and means for individually adjusting the lubricant flow through said conduit systems to adjust the relative amounts of lubricant fed-to said lubricators.

8. In a track lubricating system, a pair of running rails, a plurality of lubricators for applying lubricant to diiferent wheel flange surfaces, a supply reservoir, said supply reservoir supplying a plurality of pumps, a single operating means for operating all said pumps together, a separate conduit from each pump to its particular lubricator, and a separate by-pass for each pump from its outlet side to its inlet side for individually adjusting the lubricant flow through said conduit to adjust the relative amounts of lubricant fed to said lubricators.

9. In a track lubricating system, a railway track, a lubricator associated with said track, a control system comprising two electric switches spaced lengthwise of the track near said lubricator, said switches having devices contacted by the rolling stock and having electric contacts closed by operation of said devices, timing means for delaying the opening of said electric contacts, an electric motor, lubricant feeding devices operated by said motor for supplying said lubricator, a source of electric power, said motor, said switches and said source of power being serially connected.

10. In a track lubricating system, a railway track, a lubricator associated with said track, a control system comprising two electric switches spaced lengthwise of said track a distance other than the distance between any two wheels of rolling stock and located near said lubricator, said switches having devices operated by the rolling stock and having electric contacts closed by operation of the rolling stock, timing devices for delaying the opening of said contacts, an electric driving device, lubricant feeding devices operated by said driving devices for supplying said lubricator, a source of electric power, said driving devices, switches and source of power being serially connected.

11. In a track lubricating system, a railway track comprising running rails, a lubricator associated with the track, a signalling system pro viding a voltage difference between said rails, an electric feeding device for supplying said lubricator with lubricant receiving voltage from said rails, and a control device governed by the passage of rolling stock for controlling the operation of said electric feeding device by said signalling voltage.

12. In a track lubricating system, a railway track, a lubricator associated with said track, a control system comprising two control devices operated by operating members located on the rolling stock, said control devices being spaced lengthwise of said track a distance other than the distance between any two of said operating members and located near said lubricator, timing devices associated with said control devices for holding said control devices in operated position, one timing device holding its control device in operated position for a longer period than the other timing device holds its control device in operated position, said control devices and said lubricator being connected in such manner that said lubricator feeds lubricant only when both said control devices are in operated position.

13. In a track lubricator for lubricating the inside surfaces of wheel flanges, a railway track comprising a pair of running rails, supporting devices along the inner surface of the running rail with which the lubricator is to be used, a stiff delivery bar extending lengthwise of its running rail and having delivery outlets facing the running rail at a height to contact the in ide surface of the wheel flanges, means slidably mounting said delivery bar on said supporting devices to permit movement of said delivery bar towards and away from its running rail according to the position of the wheel flanges on sa d running rail, means for urging said bar toward its running rail, and limiting devices for limiting the movement of said bar toward its running ml to provide a minimum gap for the wheel flanges, the outer surface of said bar flaring away from its running rail to ease its engagement with the wheel flanges.

14. In a track lubricator for lubricating the inside surfaces of wheel flanges, a railway track comprising a pair of running rails, a plurality of supports along the inner surface of the running rail with which the lubricator is to be used, a stiff delivery bar on said supports and extending lengthwise of the running rail, said bar having a longitudinal delivery slot or crevice facing the running rail at a height to contact the inside surface of the wheel flanges, means slidably mounting said stationary bar on said supports to permit free movement of saiddelivery bar towards and away from its running rail according to the position of the wheel flanges on said running rail, spring means distributed along the length of said delivery bar for urging said bar toward its running rail, and limiting devices for limiting the movement of said bar toward its running rail to provide a minimum gap for the wheel flanges, the outer surface of an end of said bar flaring away from its running rail to ease engagement with the wheel flanges, and said bar having conduits within to supply said delivery slot or crevice with lubricant.

15. In a track lubricator for lubricating the inner surfaces of wheel flanges, a pair of running rails, a stifi delivery bar along the inside of one of said running rails and having a lubricating portion for delivering lubricant to said flanges, supporting devices under said delivery bar having surfaces on which said bar may slide laterally under the influence of said wheel flanges, means for urging said delivery bar toward its running rail with pressure sufiicient to lubricate said wheel flanges but with insufficient pressure to exert any substantial guard rail action.

16. In a track lubricating system, a railway track, a lubricator associated with said track, a control system comprising two control devices operated by operating members located on the rolling stock, said control devices being spaced lengthwise of said track a distance other than the distance between any two of said operating members and located near said lubricator, timing devices associated with said control devices for holding said control devices in operated position, said control devices and said lubricator being connected in such manner that said lubricator feeds lubricant only when both said control devices are in operated position.

17. In a track lubricator, a series of lubricant chambers, each chamber opening at one side into a delivery slot and having a lubricant defiecting member to equalize distribution along the slot, said slots being aligned, a common source of lubricant, a conduit system between said source and said chambers, said conduit system including a main conduit fed by said source, a pair of first branch conduits fed by said main conduit, a pair of second branch conduits fed by each of said first branch conduits, a pair of third branch conduits fed by each of said second branch conduits, said branches multiplying so that there is a separate last branch for each chamber, said last branches feeding said chambers at its midpoints thereof, the distance between any branching point to its next succeeding branching points being equal, whereby the individual distances from said source to said chambers are all equal, and lubricant is fed at a substantially uniform rate along substantially its entire overall length of said aligned slots.

18. In a track lubricator, a series of lubricant chambers, each chamber openingat one side into a slot and having a lubricant deflecting member to equalize distribution along the slot, said slots being aligned, a common source of supply of lubricant, a conduit system betwen said source and said chambers, said conduit system including a main conduit fed by said source, said system dividing into branches which sub-divide into further branches so that there is a separate final branch for each chamber, the distance between any branching point to its next succeeding branching points being equal, whereby the separate distances between said source and said chambers are all equal, and lubricant is fed at a substantially uniform rate along substantially ALBERT F. HUBER. JOHN V. HOUSTON. 

